2013 ADVENTURE BIKE COMPARISON TEST

                    2013 ADVENTURE BIKE COMPARISON TEST

The Mayans seriously screwed up. Either that, or we are not very good at reading their hieroglyphs. Most of us woke up last December 22nd and realized that the predicted doomsday hadn’t materialized. But it got theCycle World staff thinking…

Even though we dodged that one, shouldn’t we be prepared in case archeologists got the date on the Mesoamerican calendar wrong? And what about the popular Hollywood notion of a coming zombie acopalypse? Many people believe zombies actually exist. When was the last time you saw Keith Richards?

This much we agree upon: If you need to escape the chaos that a complete global catastrophe could produce, a motorcycle is your ally. And big, adventure-touring bikes are clearly the best choice for the “end-is-near” scenario. They offer on- and off-road capability, significant carrying capacity and great long-distance comfort. Plus, they can be fitted with armor to protect them from the inevitable hard knocks of the unknown world. A GSX-R is only going to get you so far when all hell breaks loose.

Our group of testbikes—all fitted with DOT-approved knobbies, saddlebags and various other protective parts—spans a broad spectrum, beginning with relatively lightweight 650cc Singles from Husqvarna (TR650 Terra) and Kawasaki (KLR650). Moving up in displacement and weight, we have the Triumph Tiger 800XC Triple, the KTM 990 Adventure Baja V-Twin and the behemoth Yamaha Super Ténéré, powered by a 1200cc parallel-Twin.

Travel just a few hours outside of the Los Angeles basin and the environment starts looking post-apocalyptic—desolate and barren, yet strikingly beautiful. During our three-day trip, we blasted through sand dunes, dodged abandoned mines and even hurtled past ghost towns left to rot in the harsh desert sun.

Our adventure began at the Hotel Maya (sorry, we had to!) in Long Beach. We headed north through the dense urban congestion of L.A., a task made far easier on a bike than in a car. Our ultimate destination? Salvation Mountain, the religious pop-art installation near the Salton Sea. But first, we had to visit some of Southern California’s famous natural landmarks along the way.

Husqvarna TR650 Terra

Outfitted For Armageddon
Accessory skidplate ($186.55), wide footpegs ($148.25), high windscreen ($129.15), handguards ($104.76), rear luggage rack ($222.43); Giant Loop Siskiyou Panniers ($649.00), Hot Springs Heat Shields ($50.00); Kenda Big Block tires ($175.98)
Total: $1666.12

• A lightweight among mammoths
• Best fuel economy
• Great on tight, technical trails

• Needs more fuel capacity
• Better wind protection would make it a contender
• Exhaust pipes’ insatiable appetite for nylon and plastic saddlebags

Some things to consider when choosing a motorcycle to escape Armageddon: How much power is enough? How much weight is too much? Is technology a help or hindrance? And what about ease of maintenance? Can the bike be repaired with a Leatherman tool in the dark on the side of the road with mushroom clouds popping up on the horizon?

Moments after our departure, the 710 Freeway, one of the busiest trucking corridors in the country, began taxing our bikes with its rippled, stepped and potholed concrete. In this confining labyrinth of traffic and construction, all five bikes darted and bounded like cockroaches on the way to a buffet. Thankfully, long-travel suspension softened the ride, and upright riding positions helped us see over the cagers. As we filtered past downtown L.A. and beyond the San Fernando Valley, we were reminded how motorcyclists have the upper hand when it comes to leaving the city in a hurry.Adiós, amigos.

If simply getting to the edge of our megalopolis was the mission, we must give the nod to the largest-displacement machines, each of which produces more than 80 horsepower and considerable torque. But as we soon discovered, there were many equalizers up ahead.

Just hours outside of the city, after flicking through great twisty mountain roads near Lake Hughes, we left the asphalt slab and plowed into the first of many miles of unmaintained desert paths, roads and trails. Part sand, part hardpack and a whole lot unpredictable, the first trail turned the tides on the big bikes in a hurry, especially the Tiger 800XC and, to a lesser degree, the Super Ténéré.

“The 800XC defines a streetbike on knobbies,” said Off-Road Editor Ryan Dudek. “It’s most definitely not a dirtbike.” To which former staffer Jimmy Lewis added, “It’s held back by two significant points: a top-heavy feel and a cramped riding position.”

As for the Yamaha, Dudek said, “Even with its huge mass, the Super T works really well in the dirt. It’s a little too big to swerve around zombies, but it is stable enough to mow them down.”

Kawasaki KLR650

Outfitted For Armageddon
Touratech skidplate ($130.80), Zega Pro panniers ($1247.20), headlight guard ($81.70); Continental TKC 80 tires ($248.98)
Total: $1708.68

• Simple, effective and dead reliable
• Superior fuel range leaves buddies high and dry
• Never the quickest on the street or in the dirt but never far behind

• Basic suspension easily overwhelmed
• Rubber footpegs slippery when wet
• Not much faster than a VW microbus

The riders on the 404-lb. Husky and 436-lb. Kawasaki Singles looked relaxed by comparison, and when we finally hit tarmac again, the KLR continued to shine, as it is predictable and manageable regardless of the condition of the road. “The Kawi is really easy to ride off-road,” commented guest-tester Jesse Ziegler. “Despite the rubber footpegs, it’s really a dirtbike chassis and feels like one.”

Not far behind, but much less confidence-inspiring, was the Husky. “The TR’s handling is a bit awkward,” said Lewis. “The bike has a lot of weight on the front wheel and feels unstableat high speed.”

Transcending it all is the amazing KTM. Despite its size and not-insignificant heft, the 990’s chassis, steering geometry and ergonomics are impressive. “The KTM reminds me of a dirtbike and acts like one as long as I keep her under control,” said Lewis. “The biggest plus is the suspension, which works well in every situation.”

Later that afternoon, reality struck when another guest tester, John Volk-man, crashed the Triumph. Crossing two-track desert sand whoops, he got a little too comfortable with the bike’s capabilities and surpassed the limits of traction and balance.

When the dust settled (literally), parts were strewn across the desert. Functionally, the bike was fine. We lost a handguard (but not the lever it was protecting) and had to reattach the windscreen with Zip-ties, but the XC had nothing twisted or critically damaged apart from a broken bag mount. Plus, it looked way more Road Warrior. At least that’s what Volkman said. Day 1 finished with late-afternoon photos at the Trona Pinnacles, a surreal desert landscape used in Planet of the Apes.

KTM 990 Adventure Baja

Outfitted For Armageddon
Standard crash bars, handguards, skidplate, waterproof tankbag, tailpack, and DOT-approved Dunlop 908RR knobby tires.

• Comes standard with all the necessities
• A robust pile of manhood
• Dances through dunes like a camel on crack

• Two freaking fuel fillers
• Dunlop knobbies are squirmy on asphalt
• Poor maneuverability in tight quarters

Day 2 began early in below-freezing temperatures at Goat Breker’s Sky Ranch in Randsburg (randsburgcottagehotel.com). After exploring several old mines, we decided to skirt Death Valley and head to Dumont Dunes, a couple of long, cold hours away on the highway. Rotating through the bikes on a regular basis made us really appreciate each machine’s strengths and weaknesses. We also learned that there are certain bikes we dreaded riding when the wind was howling and the numbers on the world’s tallest thermometer in Baker weren’t even registering (okay, the thermometer was broken, but the weather was still freaking cold). Not to pick on any one bike in particular, but the poor Husky, with its stubby windscreen, proved quite unpopular when we hit long stretches of highway.

“It seemed like the other guys timed it so I would be on the highway, on this non-highway bike, far more than was fair,” said Ziegler. “It has little wind protection, and I could hear those guys laughing every time we snuck up to 90 mph. I’ve seen Mad Max enough to know that you have to ride a lot of highways after the s&*% hits the fan, and, for that, this bike sucks.”

At the opposite end of the adventure-bike plushometer is the Super Ténéré. “On the road, this bike kicks butt,” said Dudek. “It has a comfortable and open riding position, great wind protection, an awesome seat and power to the moon.”

Between those two extremes, the other bikes deliver varying degrees of comfort and wind protection. Every tester felt the KLR offered good (but not the best) shelter from the breeze, along with a decent seat. The KTM has spot-on ergonomics and a nice saddle, although the windscreen at freeway speeds caused some helmet buffeting. As for the Triumph, the single biggest complaint was the riding position. The footpegs are too high (on- or off-road), the bars too far forward and the seat/tank relationship makes the bike feel more like a streetfighter than an ADV bike. Oddly enough, no one bitched about the heated grips.

Triumph Tiger 800XC

Outfitted For Armageddon
Accessory Arrow exhaust pipe ($799.99), billet footpegs ($149.99), black handlebars ($124.99), crash bars ($199.99), radiator guard ($79.99), skidplate ($209.99), headlight protector ($79.99), heated grips ($249.99), adjustable tall windscreen ($59.99), saddlebags ($799.99), centerstand ($219.99), top case sliding carriage kit ($149.99); Kenda Big Block tires, $217.98
Total: $3342.86

• Awesome engine: smooth, powerful and fun
• Sounds like an angry warbird strafing the desert
• All the bells and whistles

• All the bells and whistles cost serious bank
• Funky ergos make no friends
• Top-heavy feel fights you off-road

Just as polarizing as the bikes were on the street, the unique riding techniques required in the sand dunes turned it up another notch. Suddenly, the 600-pound Yamaha became a liability, although watching Dudek blow out dunes on the Super T was a thing of beauty. Lightish weight and decent power suddenly turned the Husky into a wanted commodity. As it had been on every surface up to this point, the KLR was also a sound choice, not capable of performing many pet tricks but totally solid. In terms of pure fun, the Tiger, with the right rider, was exhilarating and an auditory orgasm.

“The XC’s motor, with the accessory Arrow exhaust, sounds like you’re putting zombies in a wood chipper that’s running on race gas,” said Ziegler. “It would do a fine job of improving your mood if you were, in fact, trying to outrun the undead.”

To no one’s surprise, the KTM proved to be king of the sand hill. Its engine wasn’t the favorite, but as the lightest of the big bikes and having the most off-road-oriented riding position and chassis feel, it was right at home, feeling like a much smaller enduro machine. Magic.

After a short freeway blast leaving Barstow on the morning of Day 3, we once again headed off-road. We jumped onto Camp Rock Road, a rock-strewn gravel route through Lucerne Valley. All five bikes were essentially on even footing here. Sure, the Super Ténéré, Triumph and KTM could all easily blast up to well over 100 mph, but there comes a time when you have to think about stopping. And you need time and space to reel in 600 pounds of mass on a loose, sandy surface, knobbies or not. Saner speeds soon prevailed, although the bikes would have been capable of sustaining those speeds all day if necessary.

After our high-speed hijinks, we slowed down in a hurry. Whoops as far as the eye could see. Not just any whoops, but seemingly endless ripples strung out across the desert and covered in three to six inches of sand and gravel. Not such a big deal for the KTM, KLR and TR, but the Triumph had to slow to a jog and the Ténéré to a shuffle. Nevertheless, in this environment, all five bikes had to be ridden with special care, as enduros they are not. We had to ride the Yamaha like a rock-crawling rig; otherwise, the poor bike would have joined the Triumph as a member of the walking dead.

Yamaha Super Ténéré

Outfitted For Armageddon
Touratech skidplate ($327.20), crash guards ($419.99), headlight guard ($130.80), handguards ($121.50), large sidestand foot ($39.20); Wunderlich Vario brake/clutch levers ($398.00), GPS mount ($139.00); Continental TKC 80 tires, ($347.98)
Total: $1923.67

• Best cockpit for the long haul
• Really can do it all
• Can be loaded like a yak
• Weight pays few dividends

• With no on/off switch, ABS must be “tricked” off
• Ponderous through technical terrain

The survival of our bikes—not to mention our general comfort and ability to carry supplies—was greatly enhanced by the factory and aftermarket accessories installed. We’ll never know for sure if the protective guards saved us from serious headaches, but judging by the loud metallic clanks we heard as rocks ricocheted off the skidplates, we would say they did. Ditto our mix of DOT-approved Kenda Big Block, Continental TKC 80 and Dunlop 908 knobby tires.

Late on Day 3, we rolled along the stinky shores of the Salton Sea and finally arrived at Salvation Mountain. Hallelujah! Think what you may about the quirky site’s religious iconography, but we became true believers when we spied a school bus full of German fashion models finishing up a video shoot, undoubtedly waiting for us.

Before we totally lost our focus, we discussed the merits of each bike, reminding ourselves that the best bike needn’t necessarily be the fastest, the best handling or the most technologically advanced. The real question is this: If you were picking one of these five as a survival tool, one that you could depend on in a wide and unknown variety of circumstances, which bike would you choose?

Don’t think that we have unfairly judged the Triumph after we rearranged its face; its last-place ranking has nothing to do with its crash damage. The Tiger got very high marks for its engine, suspension and attitude. What held the XC back is that it’s clearly the most street-oriented in the test. Off-road, the odd ergonomics and top-heavy feel never provided complete confidence. But we have to give the Triumph credit for surviving a pretty good tussle with desert, despite the fact that its left saddlebag now looks like it was used for AR-15 target practice.

Just a few more modifications would have vaulted the TR650 into the mix. “It’s a dirtbike with blinkers and luggage—sort of,” said Ziegler. “It was like cheating in the sand and rocks. It’s maneuverable and fun and makes a really good dual-sport bike, but in this comparison, its on-road shortcomings stood out too much. It’s not a survival bike.” A bigger fuel tank (combined with its best-of-test mpg) would have earned big bonus points, while a KLR-like fairing would have forced us to seriously reshuffle our final order. Aftermarket, take note.

Despite it gargantuan size and weight, the Super Ténéré does a commendable job of being a do-it-all machine. “This bike hauls ass and has the most long-distance comfort in the test,” said Ziegler. “It has good fuel range, is reliable and fun to ride. The wind protection is great, and it feels likes it goes about 150 mph. If the zombies are in Maseratis, the Yamaha is going to win.” Fact of the matter is this: The Super T, for its size, does remarkably well in the dirt, but for an unknown post-apocalyptic world, its weight and complexity keep it from being our first choice.

Our runner-up is going to ruffle some feathers, as two out of our five testers picked the KTM first. There is no question that the 990 Adventure Baja dominated almost all of the performance categories. “Overall, the KTM’s comfort is high, the engine gets the job done with power to spare, and the brakes are excellent,” said Lewis. “Downsides include a limited turning radius and soft engagement of the clutch. I’d prefer a little better fuel economy and, for sure, more range, but in Baja trim, the 990 offers a lot of value.”

Which brings us to the winner. Here, Volkman spoke for all of us: “No Internet support and no trained motorcycle technicians will be available after Armageddon. So, I want the AK-47 of adventure bikes. Beauty, plastic doodads and sophisticated electronics won’t matter. I don’t need a bike that will shed plastic in a fall like a Labrador Retriever loses fur in the summer. I need absolute reliability, ease of access to mechanical internals and no-manual fixability. This bike isn’t the best in all areas, but, like the AK, it will be simple, reliable and effective. The bike I’m riding through the dust with the sunset at my back is the Kawasaki KLR650. When I pull the trigger, I want it to fire. Dust, sand or mud won’t stop this bullet.”

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Audi Shark

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  Audi SharkWorld Auto Design Contest Winner; "
  
  Shark would have been the perfect car of the future. That’s whyShark has been designed in the future of technology without leavingtoday’s condititions.
  
  Shark shows difference from today’s cars in terms of its own designand technology. It carries the qualifications of today’s technology andat the same time it takes the attention about its structure of planeand motorcycle like details.
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• Speed which all sports cars have quite affects the design of Shark.This effect is seen first on auto’s outside part. Shark has no vehicleunlike other classical cars. While this qualification increases thequality of drive, speed and control, it diminishes the risk of accidenton the road. With Shark people can feel the flying, excitement andcomfort.
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• Outside the car what attracts people is the system of paddles. Thesepaddles are designed by the effect of a shark and it provides the carto speed up with a balance and control and complete the concept of thecar. Shark’s fore and back head lights are designed like big cylinderto fit the design of Audi.
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• The last difference of Shark is seen with the design of seats.These seats that are like motorcycle seat and thought for maximumcomfort of the drivers. Shark’s out design details and the design ofthe seats satisfy the driver who like speed.
  
  Can be seen as the car of the future with its own technology anddifferent details. That’ s why Shark is a auto which reflects bothtoday and future.
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Fuel cell powered bike

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  This is a future concept study not primarily meant for the production line. It's rather meant as a research project, an examination of ideas in areas such as; new materials, power sources, environmental restraints or possibilities and changes in social structures. All these inputs lead us into new thoughts about our future transport; how will we be traveling, or in this case on what type of vehicles.
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Fiat-EYE

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• Projeto conceitual finalista do V Premio FIAT 

  
  

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2013 Honda Gold Wing F6B Review

2013 Honda Gold Wing F6B Review

For better or worse, the Honda Gold Wing has always been in a class of its own. Some Harley guys may decry it as un-manly even while admitting that its flat-Six engine is divine. Cruising and touring guys might view it as over-the-top but concede that its comfort and opulence are impressive. Sportbike guys see it as a ponderous pig, all the while acknowledging its amazing ability to be hustled down a twisty road. Let’s face it, most everyone perceives the Gold Wing as an “old guys’ bike.”

In 2013, Honda is out to change that. The venerable Gold Wing (along with all of its baggage, perceptual and tangible) has been given a bagger-ific upgrade with the new F6B, resulting in the sleeker, lighter, blacked-out package. It features the same 1832cc engine as its forebear and most of the same creature comforts, including stereo, glovebox, and saddlebags. But the F6B has a much sportier look and feel than its older brother, ditching the trunk/topcase (along with its passenger backrest and bridge-scraping antenna) for a narrower profile, shorty windscreen and matte-black styling touches.

The Honda F6B has been given a bagger makeover, and the result is an exhilarating ride.

If it looks vaguely familiar, it should. In an effort to dump weight and spruce up the bike’s image, enthusiasts have long been making similar modifications to hand-me-down Wings. Now Honda has taken the task upon itself to do this cosmetic work to its aging grand dame’s countenance. Even though Big Red seems leery of relying on the term “bagger” to describe the B Wing, it’s safe to say the denizens of Bagger Nation are square in the bull’s eye of this motorcycle’s targeted demographic.

A narrower fairing lower and a shorty windscreen make for a slimmer Gold Wing.

It’s a New Wing, priced significantly less than the Old Wing, and after a recent ride around San Diego County, we can testify the F6B (“flat-Six bagger”) is poised to appeal to a new generation of Gold Wing admirers and devotees.

Despite the aforementioned reputation, anyone who’s ever ridden a Gold Wing likely noticed it’s surprisingly nimble handling for such a portly motorcycle, and as soon as it’s pointed out, the reason becomes obvious. The horizontally-opposed engine positions the tourer’s center of gravity much lower to the ground than your typical V-Twin-powered dresser.

Aside from its updated appearance, the F6B’s greatest achievement is dumping 62 pounds of ballast from the standard Wing. Honda claims the F6B weighs 842 pounds at the curb with its 6.7 gallons of fuel, and the result is an even easier handling motorcycle that’s quicker, leaner, just as comfortable, and far cooler-looking than its forerunner. So get ready to twist the throttle and blow that image of your grandpa’s Old Wing clean out of your head.

Available in either black or red, the 2013 F6B also comes in a Deluxe package that features a centerstand, passenger backrest, heated grips, and self-cancelling turn signals.

From the inside out, both the GL1800B and BD (Deluxe) have the exact same guts as the venerable GL1800 – same engine, same frame and chassis, same transmission and suspension, everything. The differences are chiefly cosmetic. The fairing lower is more slender; the tall touring windscreen is replaced with a shorty; the gunfighter-style seat has the same 29.1-inch height as the standard Wing, but its shape lets the rider settle back into the saddle, as opposed to the Old Wing’s upright perch; and the trunk and passenger barcalounger, er, backrest are eliminated.

From the saddle, the F6B features most of the same appointments as the standard Wing. Only the GPS, along with the trunk and its passenger couch, are missing.

Gone are cruise control and ABS. The novel electric reverse gear – a signature character trait of the Old Wing – is also absent, but it’s rarely missed. The 62 pounds of weight Honda engineers were able to strip feels more like 100 in the saddle, and besides, at the curb, the F6B is only four pounds heavier than Harley’s comparable Road Glide Custom.

All of these changes were made to not only make the bike appear younger and more contemporary, but also to drop weight and price. At under twenty grand, the 2013 Honda F6B costs a thousand dollars more than the Victory Cross Country and is right in line with the aforementioned Harley-Davidson, two bikes our Pete Brissette took to task in a2010 shootout.

But there are compromises. Those American V-Twin baggers offer ABS and cruise control, either standard (Victory) or as an option (H-D). Honda has not ruled out these weighty and pricey accoutrements as optional equipment for future F6Bs, if demand requires. But in an effort to keep weight and price down, they were excluded from this year’s introductory model.

With slash-cut exhaust tips, a stubby black antenna and sans trunk, the F6B's rear end looks less like an RV's than the standard Wing.

Any other comparisons are really rather unfair: Star has sadly dropped its muscle-bound big bagger, the 1800cc Stratoliner Deluxe, from its 2013 model lineup, and BMW’s comparable inline-Six rests only in itsK1600 GT/L tourers, neither of which could ever be confused for a bagger. So its rivals are limited.

But there is competition in the bagger world, and it’s clear that there’s a new contender on the scene. Comfort notwithstanding, the F6B simply has far more get-up-and-go than its American rivals – and it’s really not very close. After a day’s ride it was clear to those of us at the F6B press launch that there’s not a V-Twin around that can truly contend with Honda’s Six, especially when it comes to pulling power at highway speeds.

In his review of the 2010 Road Glide and Street Glide, Editor Duke said he couldn’t help comparing the Harley baggers to a big American car, like a Buick. If that’s true, then the F6B feels like a high-powered luxury import in the vein of the Mercedes AMG or BMW M series – comfortable and well-appointed, but with a tiger under the hood.

When it comes to accelerating from 70 to 100 mph, there are few machines that can do it as quickly as Honda’s new bagger.

Since the F6B beats the pants off its bagger rivals in performance terms, how does it stack up against the Old Wing? With the same powertrain and lighter weight, the F6B’s on-road performance is improved slightly compared to the standard GL.

The F6B maintains the Gold Wing’s interstate prowess but in a sleeker, leaner package.

But here’s the thing: whether the numbers sort it out or not, the F6B feels better than the old Gold Wing. Not only do you ride with the confidence that you look way cooler than your grandpa, this bike’s just more fun to ride. Lighter, and leaner, it translates to increased exhilaration in the saddle. Perhaps these sensations exist because of the additional wind in the face, but a rider will be too busy grinning under his helmet as he beats another contender off the line and into the fast lane. And while the Old Wing’s handling is surprisingly superb for a fully dressed tourer, the sleek F6B outperforms and outhandles its forebear as well as its competition.

The F6B still provides plenty of cargo space for touring. The left saddlebag features a USB port for electronics.

As for touring amenities, the F6B has most all of the creature comforts of the standard GL1800 – for the rider, anyway. Most of what’s missing resides in the trunk of the full-dress version. Again, there’s no GPS on the F6B, but it’s available as an option. The saddlebags are just as roomy, and there’s a jack for a passenger comm hook-up. The black grab rails for the passenger are coated with a grippy composite that’s superior to simple paint or chrome. And just like the Old Wing, the stereo features handgrip controls, a jack in the glovebox for your phone or iPod/MP3 player, Bluetooth, and weather band, although without the trunk there are no rear speakers on the F6B, so the “Surround Sound” function which Honda brags about for the bike is only workable with in-helmet speakers.

Like many contemporary baggers, the F6B also features a USB port in the (left) saddlebag, providing even more control over your music via dash scrolling functions. Saddlebag guard rails are standard (and blacked out, of course), and out back the GL’s straight-cut exhaust tips are swapped for a more slash-cut pair.

Two versions are available, and both come in red or black: the standard runs $19,999, while the F6B Deluxe ($20,999) features a centerstand, passenger backrest, heated grips, and self-cancelling turn signals – all of which are also available a la carte, along with a host of other accessories. Fact is, any Honda Genuine Accessory for the Gold Wing will also suit the F6B (teddy bears not included.)

North American dealerships will have the F6B on showroom floors in the next week or two, and all Honda powersports dealers should have them in stock by the end of February.

Naturally, in addition to superior performance, Honda’s horizontal-Six engine is far smoother and quieter than any V-Twin, so if you’re the kind of rider who likes to feel every bump and announce your presence with a rumble, you may want to look elsewhere. But if you prefer comfort and performance to go along with your style, the new Honda B Wing could be the bagger for you.

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